Automatic train control



Jan. 5, 1932.v P. J. slMMl-:N

AUTOMATIC TRAIN CONTROL original Filed July 9. i923 2 sheets-sheet NVPQQ, Si

Jan. 5, 1932. P. J. slMMEN 1,839;707

AUTOMATI C TRAIN CONTROL original Filed July 9, 1923 2 Sheets-sweet 2Patented Jan. 5, i932 n srAT reni.' a'. SIMMEN, oF nnnimnriw YORKYnn'roMArro `'rneliv CONTROL Reled for abandoned application Serial No'.650,244f1ed July 9, 1923. This application led July 17, 1928.

. Serial No. 293,342.

in both directions and more especially to such systems in which there`is aina'nual control of the signalling means. Y

l have heretofore proposed a system of train control including meanswhereby anoperator can instantly change the signals on' a section oftrack for one direction of train movement to the opposite dir-ectionifthere is no train in the section, the section being divided into anumber of blocks so as to facilitate following train movements.

ln this invention, the signals on any number of sections of track, whichare subdivided into several blocks, may be changed from a y centralpoint such as a dispatchers oi'iice, interlocking tower or way stationby an operator, if there is no train in the section. That is, anoperator naving a plurality of sections of track under his control mayset up the A signal protection so as to provide foran east boundmovement of trains but if there is no train in the section, he mayinstantly change the signal protection for the section so as to providefor a west bound movement or" trains. in order that the operator mayintelligently govern train movements with the least delay, means areprovided to `automflitically ine icatc or recordthe movements of trainsat his oce so that he has knowledge of the location and progress of alltrains under his o jurisdiction.

A further object of the invention is to prevent the operator fromsettingup proceed signals over asection of track for both an east boundand for a west bound movement at the same time and to prevent him Jfromchanging iro-in one direction to the opposite as long as there is atrain in the section.

Other objects and advantages will appear as the description of theparticular physical .s emiiodiinent of the invention and desirablemodifications thereof selected to illustrate u In describing theinvention in detail, reference is had to the accompanying drawingswherein I have illustrated a preferred physical embodiment of myinvention and wherein like characters of reference designate corre-ysponding parts throughout the several views and in which:

Fig'. l is a schematic representation of the apparatus and circuits inthe dispatchers oihce and along the track embodying my invention. n

Fig. 2 is a schematic representation of the apparatus and circuits onthe locomotive or car.

Fig.V 3 is a modification of Fig. l, and shows ai schematicrepresentation'ofpart of the apparatus in -the dispatchers office andalong the track by which iiXed signals are displayed instead of'cabsignals.

Fig. l shows a single track consisting of rails l and 2. Rail l iselectrically continuous. Rail 2 is divided into sections by means ofinsulating joints as 3, thus dividin the track into block sections as A,B, C, D, F and In blocks B and F are shown sidings as 4 where trains canmeet and pass each other. Since the apparatus and circuits for eachsingle track section between passing sidings are identical, only onecomplete sin-l glev track section vhas been shown in Fig.l l, but the dispatchers control and the recording of train movements has-been shownfor three single track sections, thus aswitch as 5 in ,the dispatchersoffice, interlocking tower or way station controls the signals for asection west of block B; A switch as 6 controls the signals of thesection between blocks B andF and a switch as 7, controls the signals ofa section east of block F. At the clearance point. of the `sidingsinsulating joints as g8 electrically separate the straight portions ofthe sidings from the main track in a mannerand for a purpose well knownto those skilled in the art.

Each block is provided with a track circuit, a track battery as 8 beinglocated at one end of each block and track relays as a, b, c, CZ, e, fand g near the other end of the block, constituting with theirconnections to the rails, a trackl circuit'well known to those skilledin the art. Track relays as a, b, d,

' c and f control two armatures as 9 and 10 and Y letter designation.

track relays c and g control three arma-tures Vas 9, 10 and 11.Vhenthere is no train in the block, the track relay for the block` isenergized and its armatures through their respective front contacts,control certain signals; and when there is a train in. the block, itstrack relay is deenergized and its armatures will close certain backcontacts for the purpose of locking switches 5, 6- and 7 and making arecord of train movements as will be described in more detailhereinafter.

Y Adjacent tothe track are located groups of train control rails as A12and A13, B12 and B13, C12 and C13, D12 and D13, E12 and E13, F12 andF13, Aand G12 and G13. The letter prefix, as B, to train control rails12 and 13 indicates that these train control railsare located in a blockof the same Train control rails 12 and 13 are on the right hand side ofthe centerY line of the track, looking east, and conn give a clearsignal to either an east bound or trol east bcundimoveme'nts into ablock` and a similar group of train control rails on the opposite sideof the track, that is on the right handY side of the center line of thetrack, looking west, control west bound movements into a block. Thesewest bound train control rails` have been. designatedl as A14 and A15,B14 B15, C14 and G15, D14 and'D15, E14 and E15, F14 and'Fl', and G14 andG15. In each group of train control rails one is the home train controlrail andv located near the entrance'tov a new block and the other is adistant train control rail and located approximately the brakingdistance Yfrom the homey rail.v Thus train control rail 13`is the hometrain control: rail for'an east bound train movement and train controlrail 14 is the home train control rail for a west bound movement andtrain control rail 12 is the distant train control rail for aneastboundtrainA movement and train lcontrol rail 15 is the distant traincontrol rail for a west bound movement. y

' When east boundV train control rails are en-l ergized with directcurrent, a clear signal is displayed on an east bound locomotive andwhenf train control rails are deenergized, a danger signal is displayed.Vhen thel west bound train control rails are'energized with alternatingcurrent, aV Vclear signal is displayed on'a west bound locomotive andwhenV theserails are d'eenergized, av danger signal is displayed. Theeast bound train control rails areenergized with direct curr-ent from abattery'as .16 preferably located in the dispatchers oflice by a certainposition'v of manually operable switches 5, Gand 7 andthe west -to thewest bound train control rails.

mon to both sources of energy, the east bound train control rails canonly be energized with direct current by reason of the insertion inthe'cicuit of an impedance coil as 18 which prevents the flow ofalternating current to east bound train control rails and the west boundtrain control rails can only be energized with alternating current byreason of the insertion on the circuits of a condenser as19-whichprevents the flow of direct current Thus when switches, 6 or 7are in position to energize train control rails with direct current,only the east bound train control rails are so energized while thewest bound train control rails are deenergized, and if switches 5, 6 or7 are in the position to energize train control' rails with alternatingcurrent, only the -west bound train control rails are so en ergizedwhile the east bound train control rails are deenergized.

1f switches 5, 6 or 7 are in a position to a west bound train, the traincontrol rails will bedeprived of the selected energy, if the block aheadis occupied, since the circuit from the dispatchers oiiice is brokenthrough the corresponding track relay of the occupied block.

I will now describe how the east bound train control rails may beenergized with direct current. From battery 16 in the dispatchers ciliceand since manually operable switch 6 controls the section between blocksA and F, representing a complete section between passing sidings, 1 willtrace the circuits through switch 6.

When switch 6 is in the position as shown in Fig. 1, making Contact withspring contact 20, the east bound train control rails A12 and A13, B12and B13, C12 and C13 and D12 andD13 areall energized with directcurrent, thus conditioned to give a clear signal to an east boundlocomotive if there is no train in the block ahead. The train controlrails A12 and A13Yare energized through the following circuit Frompositive pole of battery 16, wire 22, impedance coil 23, bus 24, wire25, spring contact 20, switch 6, shaft 26, wire 27, relay 28, wires 29,30 and 31, armature 11 of track relayv c, front contact 34, wire 35,front contact 33, of track. relay b, armature lO,

Vwire 36, impedance 18, wire 37, to train control rails A13 and A12 andthence through a circuit on the locomotive to be described hereinafter,to track rail 1 and thence through wires 38 and 39 to negative pole ofbattery 16. Similarly train control rails B12 and B13 are energizedthrough a branch circuit as follows c-F rom positive pole of batF tery'16, wire 22, impedance 23, bus 24, wire 25, spring contact 20, switch6, shaft 26, wire 27, relay 28, wires 29, 3() and 40, armature 10,v oftrack relay c, front Contact 33, wire 41, impedance 18, wire 42, totrain control rails B13 and B12 and thence the circuit is completed tothe negative. pole of battery 16 as hereinbefore described. Similarlytrain control rails C12 and C13 are energized through a branch circuitas follows: From positive pole of battery 16, wire 22, imped-v ance 23,bus 24, wire 25, `spring Contact 20, switch 6, shaft 26, wire 27,1elay28, wires 29,

v43 44 and 45, armature 10 ofY track relay d,

front Contact 33, wire 46, impedance 18, wire 47, to train control railsC13 and C12and thence the circuit is completed to the negative pole ofbattery 16 as hereinbefore described. Similarly train control rails D12and D13 are energized through the branch circuit as follows F rompositive pole of battery 16, wire 22, impedance 23, bus 24, wire 25,springcontact 20, switch 6, shaft 26, wire'2'7, relay 28, wires 29, 43,48, 49 and 50, armature L10 of track relay e, contact 33, wire 51,impedance 18, wire 52, to train control rails D13 and D12 and thence thecircuit is completed to negative pole of battery 16 as hereinbeforedescribed. It will be noted that the circuit to train control rails A12and A13 is taken through the armatures of both track relays o and c sothat if either of these blocks are occupied, train control rails A12 andA13 will be deenergized and the purpose for this will be described morefully hereinafter. lllith switch 6 in contact with'spring contact 20,the east bound train control rails are energized with direct current butthe west bound train control rails controlled by switch '6 aredeenergized, since the direct current cannot reach these train controlrails by reasonrof the insertion of condensers 19 inthe circuit.

Y"illllien switch 6 is placed in the position opposite to that shown inFig. 1, so 4`as to make contact with spring contact 21, the west boundtrain control rails G14 and G15, F14 and F15, E14 and E15, D14 and D15,are all energized with alternating current, thus conditioned to give aclear signal to a west bound locomotive if there is no train in theblock ahead. The train control rails G14 and G15 are energized throughthe following cir` cuit: from alternating current source 17, wire53,condenser 54, bus 55, wire 56, spring contact 21, switch 6, shaft 26,wire 27,relay 28, wires 29, 43, 48, 57, 58 and 59, armature 9 of trackrelay f, front contact 32, wire 60. condenser 19, and `wire 61 to traincontrol rails G14 and G15 andthence through a circuit on the locomotiveto be described hereinf after to track rail 1 and thence through'wires38 and 62 to alternating current source 17. Similarly train control.rails' F14 and F15 are energized through a branch circuit as fol'- lows:From alternating current source 17, wire 53, condenser 54, bus 55, wire56, spring contact 21,'switch 6, shaft 26, wire 27, relay 28, wires 29,43, 48, 49 and 63, armature 9 of track relay e, front Contact 32, wire64, condenser 19, wire 65, to train control rails F14 ture 9 of trackrelay al, front contact32, wire 67,"condenser 19, wire 68, to'traincontrol rails E14 and E15 andl thence the circuit is completed toalternating current source 17 as hereinbefore described. Similarly traincontrol rails D14k and D15 are energized through the following branchcircuit: From alternating current source 1'?, wire 53, condenser V54,bus 55, wire'56', spring contact 21, switch 6, shaft 26, wire 27, relay28, wires 29, 30 and 69, armature 9'of track relay o, front Contact 32,wire 70, condenser 19, wire 1, train control rails D14 and D15 Yandthence the circuit is completed to alternating current source` 17 ashereinbefore described. llVith'switch 6 in contact with spring contact21, the westbound train control rails are rails by reason Vof theinsertion of impedances 18in the circuit. l VVhenswitch-G is in thevertical position so as not to make Contact with spring contact 2O .or21, both east and westbound train controlk rails are deenergized andthus conditioned to display a dangersignal to both an east bound and awest bound locomotive as will be more fully described hereinafter.

It will thus be seen that the dispatcher may condition the train controlrails governing the single track section between passing sidings for aneast bound train movement, for a west bound train movement or he maycondition them to display a danger signal to both east and west boundtrains. In addition to the dispatchers manual control of the elec tricalconditions of the train control rails, automatic control is alsoprovided by means of a track circuit. Assuming that there is no train inany of the blocks between B and E,

and the dispatcher has set up an east bound train movement bypla'cing'switch 6 in contact with spring Contact 20, and a trainreceives a clear signal at train control rail B13 and proceeds intoblock C; as soon as the train has entered block C, the current fromtrack battery 8 of block C is short circuited through the wheels andaxles of the train and therefore track relay @becomes suffi ientlydeenergized so that its armatures will drop away from the frontcontacts.` lfilhen this occurs train `control rails B12 and B13 becomedeenergized since the circuit is now broken by armature 10 of trackrelay o dropping away 'from front contact 33. As soon iis GOL

however as the'train has lefty block C and en-k tered block D, trackrelay c again becomes energizedV thus again closing the circuit'to traincontrol rails B12 and B13 and a second train may proceed ,eastward witha clear signal. lt will `therefore be seenthat a train which proceedsover the road automatically protects itself in the rea-r, so that afollowing train will automatically receive a danger signal when itarrives within braking distance of a train ahead, occupying the blockahead. The same automatic rear end protection by means of a' trackcircuit is also provided for west bound movements. Forinstance, a westbound train entering block E will deenergize track relayY c, thusbreaking the circuit at front contact 32 of track `relay e anddeenergizing west bound train control rails F14 and F15. As soon,however, as this train hasleft block E, train control rails F14 and F15are again energized thus permitting a following train to proceed with aclear signal.

The object of taking the circuit to train train control rails 1412 andA13 through both track relays v5 and c and the circuitthrough traincontrolrails E12 and E13 through both track relays and g is asfollowsz-lf the dispatcher has placedA switch 6 in contact with springcontact20, thus setting up an east bound movement of a Vtrain from`blocks B to E, and also placed switch 7 yin contact with spring contact21, thus setting up a west bound movement for a' train-running in thesingle track section east of block G, the two trains wil-l have to meetand pass each other at the siding in block l?. lf now the east boundtrain entered block E approximatelyv at the same time that the westbound train entered block G, eachtrain will automatically receive adanger Signal by reason of the track circuit control before reachingblock F and this will give the train ample distance to slow down or stopuntil one Yof the trains has taken the siding. This arrangement isdesirable if block F and the siding are relatively short. While thisVarrangement shows the preferred form, it is not absolutely necessary,particularly if block F and its siding are relatively long. rEhearrangement of taking the circuit to the train control rails through twotrack relays can also be obviated by placing the distant train controlrails F12 and F15 a sufficient distance back to give the engineer amplewarning to stop for'the meet.

The system is so arranged that when the dispatcher has set up an eastbound movement from block B to block E by placing switch 6 in contactwith spring Contact 20, as soon as the train has entered block (3 afterreceiving a clear signal at train control rail B13, switch 6 isautomatically locked in the position it is in so that it cannot be movedbv the dispatcher and-the switch remains lccked Auntil the train haspassed out rof block E. This is accomplishedin the following mannerz-Switches 5, 6 and 7 are rotatable on the shaft 27; secured to thisshaft is a disk as 72. ln the periphery of this disk are two notches as73 and 74. The armature as of relay 28 is hinged at 76. At the other endof armature 75 is a detent as 77 so positioned that when switch 6 is incontact with spring contact 20, detent 77 will be in alignment withnotch 7 3 and when switch 6 is in contactwith spring'contact 21, detent77 is in alignment with notch 74. Y Relay 28 is of such design that whenit is energized with either direct current or alternating current, itwill attract armature 75 and detent 77 and if detent 77 is in alignmentwith either of notches 73 or 74, it will engage one of the notches, thuspreventing the switch from being turned from the position it is in aslong as relay 28 is energized. When relay 28 is not energized, a springas 78 pulls detent 77 out of engagement with the notches in disk 72.

l/Vhen switch 6 is in contact with spring contact 20, relay 28 isenergized, and thus the switch is locked as long as there is a train inblocks C or D. When block C is occupied relay28 is energized through thefollowing circuit: from positive pole of battery, 16, wire 22, impedance23, bus 24, wire 25, spring contact 20, switch 6, shaft 26, wire27,'relay 28, wires 29, 30 and 31, armature 11 of track relay c, backcontact 7 9, and wire 80, to track rail 1 and thencel through wires 38and 39 to negative pole of battery 16. `When block D is occupied relay28 is energized through the following` circuit: from positive pole ofbattery 16, wire 22, impedance 23, bus 24, wire 25, spring contact 20,switchG, shaft 26, wire 27 relay 28, wires 29, 43, 44 and 45, armature10 of track relay CZ back contact 7 9, and wire 81 to track rail 1, andthence by wires 38 and 39 to the negative pole of battery 16. When blockE is occupied relay 28 is energizedthrough theV following circuit: frompositive pole of battery 16, wire 22, impedance 23, bus 24, wire 25,spring Contact 20, switch 6, shaft 26, wire 27, relay 28, wires 29, 43,48, 49 and 50, armature 10 of track relay e, back contact 79, wire 82 totrack rail 1 and thence by wires 38 and 39 to negative pole of battery16. 1t will thus be seen that as long as an east bound train occupieseither blocks C, D, or E, detent 7 7 engages notch 7 3, thus lockingswitch 6 in the position it is in.

When switch 6 is in Contact with spring contact 21, relay 28 isenergized as long as there is a west bound train in blocks E, D, or C.l/Vhen block E is occupied relay 28 is energized through the followingcircuit: from alternating current source 17, wire 53, condenser 54, bus55, wire 56, spring contact 21, switch 6, shaft 26, wire 27, relay 28,wires 29, 43, 48, 49 and 50, armature 10 of track reeach other.

condenser 54, bus 55, wire 56, spring contact 21, switch 6, shaft 26,wire 27, relay 28, wires -i lhen block C is occupied, relay 28 is enery29, 43, 44 and 45, armature 10 of track relay ,back contact 79, wire 81,track rail 1, wires 38 and 62 tovalternating current source 1 7.

gized through the Vfollowing circuit: from alternating current source17, wire '52 switch 6, shaft 26, wire 27, relay 28, ywires 29, 30 and31, armature 11 of track'relay c,

back contact 79, wire 80, track rail 1,7avnd wires 38 and 62 toalternating current source 17.

lt will be thus be seen that when thel dispatcher has set up an eastbound movement from block B to block E and a train has acchange the.position of switch 6 until the train c has left block E, and when thedispatcher has set up a westbound movement from block F to block C and atrain has accepted ya clear or proceed signal and has entered block D,the dispatcher is unable to change the position of switch 6 until thetrain has lett block C. ln other words the dispatcher isunable to give aproceed signal to both an east bound train and a west bound train at thesame time between two points where trains Vmay pass It will be notedthat track relays b and f have not been provided with a back contact.rllhis back contact has been omitted in the preferred form so thatswitches 5, 6 and 7 will be unlocked as soon as a train has left `the aclear signal kto an east bound train when passing a train control railwhich is energized with direct current and displaying a clear signal toa west bound train when passing a train control. rail which iscenergizedwith alternating current and displaying ay danger signal to both an eastand west bound train when passing atrain control rail wliiclrisdeenergized, and also how these signals are continued after thelocomotive has'passel the train control rail. l

1n Fig. 2, is showna device represented as a lamp which is designated asNo. 1, and another also represented as a lamp designated as No. 2 Whilethese devices are Shown as condenser 54, bus 55, wire 56, springcontactf21,

lamps and are signals, they may equally as well represent anelectromagnetic device to which motion is vgiven depending vupon whetherthe circuit is energized or deenergizedand such electromagnetic devicesmay be used for other purposes than, or in addition to, the display otsignals to the engineer, such as, is well known in the art, the propercontrol of speed control devices or electropneumatic air valves or both.

lin Fig. 2, is shown an electric contact shoe as 83 so positioned on thelocomotive as to make contact with train Acontrol rails. The contactshoe is hinged at 84. Thetrain control rails are inclined at the ends soas t0 form a ramp in the usual manner such as is shown in my priorPatent No. 1,140,623, granted May 25, 1915.. When the contact shoeslides along this ramp the shoe is tilted `so as to breakv contact atcontacts 85, 86 and Y lVhen the contact shoe leaves the other end oftrain control rail, spring 88 forces the Contact shoe to the normalposition thus again closing the contacts 85, 86 and 87.

rlhe locomotive also carries a direct current relay as 89 and analternating current relay as 90 with its companion direct current coilas 91 and two batteries as 92 and 93. Direct current relay 89 controlstwo armatures as 94 and 95 and when energized, armature 94 will closetwo front contacts as 96 and 97 and when relay 89 is deenergizedarmature95 will close back contact as 98. Alternating current relay 90 controlstwo armatures 99 and 100 and when the relay is energized armature 99will close front contact 101 and armature 100 will close Jfront contact102 and when the relayis deenergized armature `100 will close backcontact 103. Then the contactshoe 83 is passing an east bound traincontrolrail such as for instance B13 and theltrain control rail isenergized with direct current, current is supplied to relay'v 89 frombattery 16 in the disp'atchers oilice through the following circuit:Vfrom posit-ive pole lof battery 16, wire 22, impedance 23, bus 24,*wire25, spring contact 20,

switch 6, shaft 26wire 27, relay 28, Wires 29,30 and 40, armature 10 oftrack relay c, lfront,Contact 33, wire l41, impedance 18, wire 42, traincontrol rail B13, contact shoeVK 83., wires 104` and 105, impedance 106,wire107, relay 89, wires 108,109, 110, 111 and 112, rcsistanc'e 113,wire` 114, axle 115, wheel 116, track rail 1, and wires 38 and 39, tonegative pole of battery 16. y Vith relay 89 energized.

its armature 94 will closeV liront contacts -96 and 9.7 anda circuit -isestablished through signal No. 1, the clear signal, as follows: froml.positive poleof battery 92, wires 117 and 118,` armature 94, frontcontact 97, wires 119 vand 12o', Signatur. 1, Wires 121, 110 and 122,

tothe negative pole ot battery' 92. When the contact shoe83 leaves theother end of the train control rail, contacts 85, 86 and 87 are aftercontact shoe 83 has left the train control rail.

Assuming now that train control rail B13 is ydeenergized by reason oftherswitch 6 be-V ing in contact with contact spring 21 or by reasonof'switch 6 being open or by reason of there being a train in block C,then when the east bound train passes train control rail B13,

the stick circuit heretofore described is broken by reason of thebreaking of contact A 85 and Varmatures 9,4 and 95 will assume thedeenergized position since train control rail B13 is deenergized, relay90 will also be deenergized and its armatures'99 and 100 willl vassumethe deenergized position. Under these `conditions a circuit isestablished through signal No. 2, the danger signal, as follows: frompositive pole of battery 92, wires 117'and 124, armature 100,backcontact 103, wire 125, armature 95, back contact 98,

c wire 126, signal No. 2, wires 127, 111, 110 and `3` 122, to negativepole of battery 92. 1f the train under these conditions proceeds, andcontact shoe 83 leaves the other end of the train control rail, YsignalNo. 2 will be continuedv until va train control rail is reached which isenergized. After contact shoe 83 leaves train control rail, contact 85is again closed but the stick circuit hereinbefore described is now openat front contact 96 and relay 89 will remain deenergized.

Assuming now that the single track section between F and C is set up fora West bound mo-vement by reasonV of switch 6 being in Contact withspring contact 21, then all of the train control `rails rbetween'blocksF and `block C will be energizedwith alternatingl current and when awestbound train is passing, say, train control rail F14 relay 89 willl Vbedeenergizedbut relay 90 will now be energized through the followingcircuit: from valternating current source 17 in the ,dis-

'patchers oflce wirej53, condenser Y54, bus`55,

wire 56,-spring contact 21, switch 6, shaft 26,

wire 27, relay 28, wires 29, 43, 48, 49 and 63, armature 9 of trackrelay e front contact 32,

wire 64, condenser 19, wire 65, vtrain co-ntrol rail F14, contact shoe83, wires 104 -and 128, condenser 129, wire 130, alternating currentrelay 90, wires 131, 109, 110',

111 and 112, resistance 113, wirev ,114, '60

axle 115, wheel 116,'trackrail 1, wires 38 and 62, to alternatingcurrent source 17. With relay 90 thus energized, its armatures '99 and`100 will kclose front contacts 101 and 102, and a circuit'isestablishedthrough sig- `nal No. 1', the'clear signal, as follows: frompositive pole of battery 92, wires 117 and 124, armature 100, frontcontact 102, wires 132 and 120, signal No. 1, and wires 121, 110 and 122to the negative pole of battery 92. lVhen the contact shoe 83 leaves theother end of the train control rail a stick circuit is establishedthrough the holding coil 91 'of relay 90 as follows: from positive' poleof battery 93, wire 133, coil v91, wire 134, contact 87, me,- tallicplate 135, contact 86, wire 136, front contact 101, armature 99, andwire 137 to the negative pole of battery 93. Metallic contact plate 135,isattached to contact shoe 83 but insulated Vtherefrom and when thecontacty shoe slides along the ramp in approaching a train control railcontacts 86 and 87 are Y broken, thus signal No. 1 is continued afterleaving a train control rail until the next train control rail isreached.

Assuming that train control rail F14 is deenergized by reason of switch6 being in contactwith spring contact 20 or by reason of switch 6 beingopen or by reason of there being a train inblock E, then when the westbound train passes train control rail F14, the stick circuit heretoforedescribed is broken by reason of the breaking of contacts 86 and 87.Both coils of relay 90 will be deenergized and armatures 99 and 100 willassume the deenergized position. Relay 89 is also deenergized and itsarmature 94 and 95 will assume the deenergized position. Under theseconditions a circuit is established through signal No. 2, the dangersignal, as heretofore described and if the train proceeds under theseconditions, signal No. 2 will be continued until a train control rail isreached which is energized.

' It is evident that when the switch 6 is in contact with spring contact20, the normal position for an east bound movement, from block B toblo-ck E, relay 39 on the locomotive will be energized when passing anyother train control rail in the section so controlled through theseveral circuits hereinbefore described if there is no train in theblock ahead andthus the clear signal is repeated at each cast bound'train `control rail and similarly when Vswitch 6 is in contact withspring contact 21,

the normal position for a west bound movement from block'F to block C,relay 90 will Y be energized when passing any other train control railthrough the severalcircuits heretofore described, if there-isV no trainin the block ahead, and thus the clear signal is repeated atleach westbound train control rail. lf'however, either an eastbound train or awest bound train approaches within one block ofthe train ahead, thetrain control rail governing the entrance intothe occupied block, willbe deenergized automatically by reason of the track circuit control anda danger signal will be displayed.v

Impedances are inserted in the circuits in which they are'inserted toprevent the flow of alternating current in the circuit and condensersare inserted in the circuits in which they are inserted to prevent theflow of direct current through the circuit. Resistance 113 is insertedin the cab circuit for the following purpose: ltlhen there is atrain inblocks C, D or E, eurent is flowing through relay 28 in the dispatchersoffice thus locking switch 6 in the position it is in, as hereinbeforedescribed. l/Vhen the Contact shoe 83 on the locomotive is Ypassing anenergized train control rail current is also flowing through relay 28,but by reason of the combined rcsistances of relays 89 or 96 andresistance'113 there is not suliicient current flowing through relay 28to attract its armature'75 against the ten.- sion of spring 78,therefore, a train passing va train control rail Will not lock switch 6.

For instance, it is d esirable When a train is in block B that theswitches governing the adjacent stretches of track be unlocked and it ispossible that a contact shoe on a locomotive may be in contact Witheither train control rails B12 or B13 or B14 or B15 and this would lockthe switches if the current flow is not reduced as arranged by theintroduction of the necessary resistance in the cab circuit. l Will novdescribe the means by which an indication or a-record is made in thedispatchcrs office of the movement of trains. 1n the dispatchers oiiiceis a suitably mounted record sheet as 13 driven by a roller as 139 whichin turn is driven by a shaft as 140. Shaft 140 receives motion throughratchet Wheel 141. A. pawl as 142 is pivotally attached to armature143'of electromagnet 144, the armature being hinged at 145. l/Vhen eleltromagnet 144'is periodically energized, motion is given to ratchetwheel 141 by pavvl i spring as 146 normally pulls armature and pawl 142t the right when electromagnet 144 is not energized.- Electromagnet 144is connected by Wire 147 to a make and break device as 148 which makeand break device is periodically operated by a clock as 149. rllhis mavWell be of the form shown in iy prior Patent 1,263,146, granted October21, 1916. Villien the make and break device is closed the electroanagnet144 'is energized through the following circuit: from battery 156, Wires151 and 152, electromagnet 144, Wire 147, make and break device 148,Wire 153 and 154, to opposite pole of battery 150.

rllhe make and break device 148 is operated say every ve `seconds so asto give a. slow and luniform movement to record sheet 138 throughratchet Wheel 141 and pavvl 142.

rlhe record sheet 138 is transversely divided 'nto sections as 155, 156and 157,'-each section representingsection of single track betweensidings or other points Where trains may pass each other. Longitudinallythe record sheet is divided into time lines such as 1 a. m.,each

one of the lines representing a one minuteA dinally the record sheetassumes a constantly changing' position du ing the 24 hours of the day.

Adj acent to the record sheet are located perforating magnets as 158 and159, two for each section of single track, these perforating magnetscontrol armatures as 166. Pivotally attached to armatures 160 areperforating needles as 161 so positioned adjacent to the record sheetthat when a perforati ig magnet is energized, a perforation is made inthe record sheet.

Perforating magnet 158 records east bound train movements through blocksC, D and E and perforating magnet 159 records Westy bound trainmovements through blocks E, D and C. As hereinbefore describe-d, whenblocks C, D or E are occupied by either an east bound or West boundtrain, relay 28 is energized and its armature is in the energizedposition. Attached to armature 75 but insulated therefrom is a contactplate as 162 and When armature 75 is in the energized position, thiscontact plate makes contact with K contacts 163 and 164, thus closingthe circuit through the perforating magnets at this point. Also attachedto switch 6 are metallic Wedges 165 and 166 but insulated therefrom.'"Wlien switch 6 is set up for an east bound train mov-ement thus makingcontact With spring contact 20, metallic Wedge 165 makes electricalContact With spring contact 167 and 168 thus closing the circuit throughperforatingmagnet158 at this point. circuit through perforating magnet158 is as follows: from battery 156, Wires 151 and 169, contact 170,metallic plate 171, contact 172, bus 173, Wire 174, perforating magnet158, Wire 175, spring contact 167, metallic Wedge 165, spring Contact168, Wire 176, contact 163, metallic plate 162, contact 14, Wires 177and 154, to the other side of batt-ery 150.

- TWhen switch 6 is set up for a West bound 159, Wire 180, contactspring 178, metallic Wedge 166, spring contact 179, Wires 181 and 116,contact 163, metallic plate 162, contact 164, Wires 177 and 154 tothewother side of battery 150. Y

It Will be noted that tue circuits through the perforating magnets aretaken through a circuit breaking device as 171 so that these circuitsare periodically made and broken. This circuit breaking device operatesas follows :r metallic contact'plate 171, is attached to armature 143,but insulated therefrom. Everytime electromagnet 144 is energized whichas hereinbefore stated is say every five seconds the contacts 170 and172 are closed through metallic plate 171, when magnet lfilris deenergized, armature 1413 is pulled to the right by spring 1116 and thecircuit through the pert-orating magnetis broken. By reason of thisperiodic breaking of the circuit, a continuous perforation is made onthe record sheet as long as the section oi"4 single track consisting ofblocks C, l) and E is occupied by a train. Thus when 4an east boundtrain leaves block B permagnet 158 will start to perforate in section ofthe record sheet as 'soon as the train has entered block C, and willcontinue to perforate until the train has left block E, thus recordingthe enact time when the train entered the single track section and alsothe length of time the train remained les in the single tracksection.Similarly a west bound train will rec-ord its movement throughperforating magnet 159. A dispatcher having a number oftrack sectionsunder his control thus knows what progressr the trains arermaking underhis supervision and can direct the train movements by properlypositioning the manually operable switches with the greatest dispatch,for instance, by the accurate knowledge of the location-of trains on hisdivision, he decides that blockld is the most suitable place for anreastbound train to pass a west bound train, under these conditions switch 5will be placed in the east hound position thus making contact withspring contact 20. rlhis will permit the east bound train to proceed.with a clear .signal up to the distant train control rail A12, at whichpoint the clear signal will change to danger. Switch 6 will be placed inthe west bound position thus making contact with spring contact 21 andthe west bound train will proceed with a clear signal until traincontrol rail C15 is reached, at which point the danger signal will beshown and Jrhe train would thus be l dvised to prepare to meet a train.Vhen east bound train is traveling toward block erii-oratingV magnet 158in the sect-ion 157 the record sheet-would continue to peroraYeallycease as soon as the east bound train has lett block A andVentered block B or the siding block B. Thus the dispatcher will befully advised of the arrival of the east bound train at- Similarly thewest bound train would make a record of its progress by pertoratingmagnet 159 in the section 156 of the record sheet and` periioratingmagnet 159 will continue to perfo-rate as long asthe train is in eitherblocks E, D or C. `Ars soon however, as the west boundtrain has clearedblock C pertorati'ngmagnet 159 of section 156 will cease to pericorateand thusy the dispatcher is advised that the west bound train hasarrived at B. Vith this knowledge the i train movement, from te, butthis perforation will automati-l dispatcher can intelligently change theposition of the switches so as to facilitate the movement of trains withthe greatest dispatch. Y

rlhe modification shown in Fig. 3, is identical ith F ig. 1, insoiiar ascircuits for the indicating or recording means are concerned and thedifference consists in substituting fixed signals for the train controlrail necessary iior cab signals. rllhe several blocks, trackvbatteriesandl track relays and track relay armatures are identical as are alsocircuits irom the battery 16 and the alternating current source 17 inthe dispatchers oilice, through the several positions of switches 5, 6and 7 and the armatures of track relays, but instead of two traincontrol rails being shown for each direction for each block, relays 182and 183 are substituted for the control of fixed signals. Relay 182 is adirect current relay responding only to direct current and controls thelixed signals for east bound train movements while relay 183 is analternating current relay responding only to alternating current andcontrols the fixed siO'nals for west bound train movements. These relaysmay control both home and distant fixed signals in the manner well knownto those skilled in the art, Vor may be considered the signals. `When arelay is energized, a clear signal is displayed and when it isdeenergized, a danger signalis displayed. l

I will now trace the circuits through direct current relay 182 whichcontrols the east bound signal into block D. When the dispatcher hasplaced switch 6 in contact with terminal 2O thus authorizing an eastbound lock B to block E, the circuit is closed through relay 182governing the entrance to block l) as follows: from positive pole ofbattery 16 in the dispatchers office, wire 22, impedance 23, bus 2a,wire 25, spring contact 20, switch 6, shaft 26, wire 27, relay 28, wires29, 43, let and 45, armature 10 ot track relay (l, front Contact33,.wire 46, resistance 1811, wire 181, impedice 186, direct currentrelay 182, wire 187, track rail 1, and wires 38 and 39, to negative poleof battery 16. Vith current flowing in this circuit, relay 182 isenergized, thus displaying a clear signal for an east bound movementinto block D. lt however there is a train in block D track relay lbecomes deenergized, and its armature 10 will break away from frontcontact 33 resulting in relay 182 being denergized and thus displaying adanger signal.

The circuit through alternating current relay 183 which governs the westhound signals into block C is as'ollows-t 'from alternating currentsource 17, wire 53, condenser 54, bus 55, wire 56, spring contact 21,switch 6, shaft 26, wire 27, relay 28, wires 29, 30 and 69, arl- 190,wire 191, alternating `current relay 183, wire 192, track rail 1 andwires 38 and 62 to alternating current source 17. Vith current flowingin this circuit relay 183 is energized 5 thus displaying a clear signalfor a west bound movement into block C. If however there is a train inbloc-k C, track relay C becomes deenergized and its armature 9 .willbreak away from front contact 32 resulting in relay 183 beingdeenergized and thus displaying a danger signal. Since it is obviousthat relays 182 and 183 for other blocks operate in the sameinanner, itis thought not necessary to describe the operation in further detail. 5Impedance 186 is inserted in the circuit in which it is inserted toprevent the flow of alternating current through relay 182 and condenser190 is inserted in the circuit in which it is inserted to prevent theflow of direct cur- 188 are inserted in the circuits in which they areinserted for the saine purpose as resistance 113 as inserted inthe cabcircuit, that is to reduce the flow of current through relay 28 inY 5the dispatchers oiice so that its armature 75 is not attracted to lockswitch 6 unless an armature of a track relay closes a back contact 79 inwhich case a shunt circuit is established which cuts out resistances184e and 188 thereby increasing the iow of current so as to attractarmature of relay 28 and lock the switch in the position it is in. l

The purpose of the invention is to provide a simple and inexpensivesystem of signaling for a railway where a track is used vfor bothdirections of traffic. It is particularly adaptable to single track usesbut it is equally adapted for two or more track lines where it isdesirable to use a certain track normally for one direction but at timesto operate trains with dispatch and safety in the opposite direction.

While in the preferred form of myvinvention I have shown recording meansto give the dispatcher knowledge of the location and progress of trains,Ido not wish to be restricted to the yrecording means shown. Any meansautomatically indicating at the dispatchers oice the 'location andprogress of trains may be considered an equivalent within the scope ofmy invention. For instance, the perforating magnets 158 and 159 may beindication lamps which vare lighted when their respective circuits areclosed; thus visibly indicating the location and progress of trains. Orthe perforating magnets 158 and 159 may be any form of electricaltranslating devices which indicate when the circuits through them areclosed; thus the position ofV armature 160 in itself may be a visibleindication to the Adispatcher of the location and progress of trains.

one of the physical embodiments ofv my inreiit through relay 183.Resistances 184 and Although I have particularly described V.vention andillustrated the saine, nevertheless I desire to have it understood thatthe of trains, trains for operating in either di-k rection over thesingle track section, a central oflice, sources `of alternating andanother kind of current at the central office, once source for givingproceed signals for one direction of train movement,eand the othersourcefor giving proceed signals for the other direction of train movement, asingle dispatching circuit between the said central oliice and eachsection, means at .the central oiice for selectively supplying` saidcurrents to said dispatching circuit, signal means in saidesectionconditioned by said currents through said dispatching circuit, andmeaiiscontrolled by said track circuits and saidjdispatching circuit toprevent changing of the direction 'of train move-v ments as longk as atrain is in the section.

2. In a train control, and dispatching sys- Ytem, for railways, a seriesof single track secdispatching circuits, signal means in said sectionconditioned by said currents through said dispatching circuit, and meanscontrolled by `said track circuits and said dispatching circuit toprevent changing of thel direction` of train movements as long as atrain is in the section/and giving an indication of the progress of thetrain from section to section.

3. In a train control, and dispatching system for railways, a series ofsingle track sections divided into blocks, a track circuit for eachblock, passing sidingsat intervals along said trackway to permit thepassage of trains,

trains for operating in either direction over the single track section,a central office,y

sources of alternating and direct current at the central office, onesource lfor giving proceed signals for one direction of train moveliitiso

ment, and the other source for giving promeans at the central office forselectively supplying said currents to said dispatching circuit, signalmeans in said section conditioned by said currents through saiddispatching circuit, and means controlled by said track circuits andsaid dispatching circuit to prevent changing of the direction of trainmovements as long as a train is in the section and giving an indicationof the progress of the train from section to section for each direction.

. 4. In a train control, and dispatching system for railways, a seriesoi single track sections divided into blocks, a track circuit for eachblock, passing sidings at intervals along said trackway to permit thepassage of trains, trains Jfor operating in either direction over thesingle track section, proceed and stop signals for both directions oftrac, a central otce, sources of alternating and another kind of currentat the central office, one source for giving proceed signals foronedirection of train traiilc, and the other source or giving proceedsignals for the other direction of train trac, a single dispatchingcircuit between the said central oiice and each section, means at thecentral ohice for connecting either one or the source of current VtoVthe dispatching circuit, sign-al'means in said section conditioned bysaid currents through said dispatching circuit, and means controlled bysaid track circuits andY said dispatching circuit to prevent changing ofthe direction of train movements as` long as a train is in the section.

5. In a train control and dispatching system for railways, a series ofsingle track sections divided into blocks, a track circuit tor eachblock, passing sidings at intervals along said trackway to permit thepassage of trains, trains ltor operating in either direction over thesingle track section, proceed and stop sigl nals for both directions oftraffic, a central ofce, sources of direct and another kind of currentat the central o'lice, one source for giving proceed signals for onedirection of train tra-iiic, and the other' source for giving proceedsignals for the other direction of train traffic, a single dispatchingcircuit between the said central oliice and each section, means at saidcentral otlice for connecting either one or the other source of currentto the dispatching circuit, signal means in said section conditioned bysaid currents through said dispatching circuit, and means controlled bysaid track circuits and said dispatching circuit to prevent changing ofthe direction of train movements as long as a train is in thesection,`and for giving rear end protection from block to block. y A

6. In a train control, and dispatching systions divided into blocks, atrack circuit for each block, )assing sidings at intervals along saidtrackway to permit the passage of trains, trains for operating in eitherdirection over the single track section, proceed and stop signals forboth directions ot traiic, a central office, sources of alternating anddirect current at the central office, one source for giving proceedsignals for one direction of train traic, and the other source forgiving proceed signals for the other direction of train traiic, arsingledispatching circuit between the said central office and each section,means at said central othce tor connecting either one or the othersource of current to the dispatching circuit, signal means in saidsection conditioned by said currents through said dispatching circuit,and means controlled by said track circuits and said dispatching circuitto prevent changingof the direction ot train movements as long as atrain is in the section, for giving rear'end protection-from block toblock, and for indicating the progress of the trains from section tosection.

-7. In a train control, and dispatching system for railways, a series'otsingle track sections divided into blocks, a track circuit for eachbloc-k,passing sidings at intervals along said trackway to permit thepassage of trains, trains ior operating in either direction over thesingle track section, proceed and stop signals for both directions oftrafc, a central orice, sources of alternating and another kind otcurrent at the central oiiice, one source for giving proceed signals forone direction of train trathc, and the other source for giving proceedsignals for the other direction of train traliic, a single dispatchingcircuit between the said central oi'iice and each section, electricalswitches for connecting either one or the other source of current to thedispatching circuit and means ico controlled by said track circuits, toprevent the operation of the electrical switches and thereby changingthe direction of train movements, as long las a train is in the section,for giving rear end protection from block to block, and i'or indicatingthe progress oi the trains from section to section.

8. In a train control and dispatching system for single track railwaysover which trains operate in either direction, a plurality orn singletrack sections divided into blocks,

other kind ot current. at said central oilce,

liso

manually operated means at the central oiiice for selecting said sourcesof current to condition signals governing` the direction of trainmovement over thesingle track section7 electrical circuits extendingfrom said central office to said track for supplying said currents tosaid signal devices and track circuit controlled means for alsocontrollingy said signals.

9. In a train control and dispatching system for single track railwaysover which alternating current and another kind of current at saidcentral offices, manually operated means at the central oliice forselecting said sources or" current to condition signals governing thedirection of train movement over the single track sections, electricalcircuits extending from the central office to said track for supplyingsaid currents for said signal devices, locking devices associated Withsaid manually operated means, indicating means at the central office,and track circuit controlled means for also controlling said signaldevices for providing rear end protection from block to block forlocking the manually operated `means in the position placed as long as atrain is in the section and for indicating at said central office thelocation of a train in relation to a track section.

l0. ln a train control and dispatching system tor single track railwaysover Which trains operate in either direction, a plurality of singletrack sections divided into blocks, a track circuit for each block,passing sidings or crossovers at intervals along said single track topermit the passage of trains, proceed and stop signals of the xed signaltype along the trackway for either direction, the proceed signal for onedirection being controlled by alternating current, and the proceedsignal for theother direction being controlled by another kind ofcurrent, a central oce, sources of alternating current and another kindof current at said central oiice, manually operated means at the centralofce for selecting said sources of current to condition signalsgoverning the direction of train movement over the single track section,electrical circuits extending from the,

central oflice to said track for supplying said currents for saidsignals, locking devices associated With said manually operated means,indicating means at the central oiice, and track circuit controlledmeans for also 'controlling said signals for providing rear endvprotection from block to block, for locking the manually operated meansin the posit-ion placed as long as a train is in the section and forindicating at said central ofces the loca ion of a train in relation toa track section.

PAUL J. SMMEN.

CERTIFICATE or connection Patent No. 1,839,707. Granted January 5, 1932,to

PAUL J. SIMMEN.

lt is hereby certified that error appears in the printed specificationof the above numbered patent requiring correction as follows: Page 8,line 129, after the word "relay" insert the letter C; page 9, line 112,claim Z, for the word "circuits" read circuit; page 10, line 32, claim4, before "source" insert the word other; and that the said LettersPatent should be read with these corrections therein that the same maycontorni to the record of the case in the Patent Office.

Signed and sealed this 16th day of February, A. D. 1932.

M. J. Moore, Acting Commissioner of Patents.

(Seal)

